Track aligning device for use in conjunction with ballast handling devices used under railroad tracks



Jan. 19, 1960 .1. w. CHRISTOFF 2,921,537

TRACK ALIGNING DEVICE FOR use In comuucuon WITH BALLAST HANDLING DEVICESUSED UNDER RAILROAD TRACKS Filed April 2, 1957 4 Sheets-Sheet 1 Jan. 19,1960 J. w. CHRISTOFF 2,921,537

max ALIGNING DEVICE FOR USE IN CONJUNCTION WITH BALLAST HANDLING DEVICESussn UNDER RAILROAD TRACKS Filed April 2, 1957 4 Sheets-Sheet 2 Jan. 19,1960 J. w. CHRISTOFF ,537

TRACK ALIGNING DEVICE FOR USE IN CONJUNCTION WITH BALLAST HANDLINGDEVICES USED UNDER RAILROAD TRACKS Filed April 2. 1957 4 Sheets-Sheet 3Jan. 19, 1960 J. w. CHRISTOFF 2 1,

TRACK ALIGNING DEVICE FOR USE IN CONJUNCTION WITH BALLAST HANDLINGDEVICES USED UNDER RAILROAD TRACKS Filed April 2, 1957 4 Sheets-Sheet 4United States Patent TRACK ALIGNING DEVICE FOR USE IN CON- JUNCTION WITHBALLAST HANDLING DE- VICES USED UNDER RAILROAD TRACKS James W.Christolf, Minneapolis, Minn., assignor, by

mesne assignments, to Mannix Co. Ltd., Calgary, Alberta, CanadaApplication April 2, 1957, Serial No. 650,111

1 Claim. (Cl. 104-8) This invention relates to a track aligning deviceor socalled liner for use in conjunction with under-track devices of theso-called ballast sled and ballast plow types used for handling ballaston railroad tracks.

Ballast plows are employed for removing fouled ballast from a railroadroadbed. A plow is inserted between the roadbed and the ties to whichthe track rails are secured and is then towed along the track in thisposition by a locomotive. As the plow progresses it raises the ties fromthe roadbed ahead of it, supports the ties and the tracks securedthereto, as the device passes underneath, and finally allows the tiesand track to settle back onto the roadbed or sub-grade behind thedevice. The weight of the ties and track supported by the plow isconsiderable and the plow is therefore pressed firmly down against theballast. By providing the plow with one or more scraper blades it ispossible to separate either the full depth of ballast or a layer ofballast of chosen depth and displace this ballast to the side of thetrack beyond the ends of the ties, so that when the ties resettle thisdisplaced ballast can be readily removed.

Ballast sled devices are similar to ballast plows in that they areinserted between the roadbed and the ties and are towed along in thisposition by a locomotive. Sleds, however, are used either during thelaying down of new tracks or to perform a reballasting operationfollowing the pulling of a ballast plow in the manner just described.After the plow has removed the fouled ballast, or, in the case of a newtrack laid directly on the subgrade, after the track has been so laid,fresh clean ballast is dumped onto the track to lie on top of the tiesand rails. The function of the sled is to raise the ties up to theirdesired level and distribute the ballast evenly beneath them.Subsequently additional ballast will normally be dumped on the trackbetween each pair of adjacent ties, this latter operation usually beingcarried out manually, since it does not require raising of the track.

When the track resettles onto the roadbed (the subgrade behind a plow,or a layer of fresh ballast behind a sled), it is important to ensurecorrect lining up of the track in the same position as it occupied priorto pulling of the plow or sled. Resettling of the track into correctalignment can be performed manually, but this increases the number ofmen required to a team and may be subject to some error. I

Not only is correct alignment necessary to keep the track straight, buton double track it is essential in order to ensure proper spacingbetween the two tracks.

The object of the present invention is to provide a liner" deviceadapted for towing behind a sled or plow in use on one track of a doubletrack section, such device being capable of continuously lining up theraised track as it settles behind such sled or plow.

The various features of the invention will become apparent from thedescription which follows and from the appended claim. To support thedescription, attention is directed to the accompanying drawings, inwhich:

Figure 1 shows a plan view of a section of double track Patented Jan.19, 1960 demonstrating the manner of use of a liner according to thepresent invention being towed behind a ballast plow;

Figure 2 is a side elevation of Figure 1;

Figure 3 is a plan view on a larger scale of the liner itself;

Figure 4 is an elevation view taken from the lower side of Figure 3;

Figure 5 is a view similar to Figure 4 showing the parts of the liner ina different position;

Figure 6 is a view similar to Figure 4 showing operation of the devicewith tracks of different elevation;

Figure 7 is a fragmentary view taken on the line VII VII in Figure 3;

Figure 8 is an enlarged plan view of the extreme lefthand portion of theliner as seen in Figure 3;

Figure 9 is a section taken on the line IXIX in Figure 8;

Figure 10 is an enlarged fragmentary plan view of a further portion ofthe liner seen in Figure 3; and

Figure 11 is a section on the line XIXI in Figure 10.

Figures 1 and 2 demonstrate the manner in which the liner 10 is towed bymeans of a cable 11 behind a ballast plow 12 which itself is towed bycables 13 from a towing bar 14 connected by further cables 15 to amounting 16 which is slidable on a transverse bar 17 secured to the rearof a fiat car 18. Control over the transverse movement of the mounting16 along the bar 17 is effected by means of a screw threaded rod 19controlled by handle 20. The purpose of this transversely slidablemounting is to be able to move the towing bar 14 to one side or other ofthe track to compensate for curvature of the track and to avoid the plow12 tending to cut the corner on a curve.

It will be noted that the cable 11 towing the liner 10 is also connectedto the mounting 16, although this is not an essential feature.Alternative positions for securing the forward end of the cable 11 arethe centre of the towing bar 14 or a suitable point at the rear of theplow 12.

This assembly is towed along track A by means of a locomotive 21. Asappears most readily from Figure 2, the plow 12 is being employed toskeletonize track A. Initially, in front of the plow 12 the ties 22 areresting on a layer of ballast 23 which in turn rests on the subgrade 24.The advancing plow 12 slides along the subgrade 24, raises the track inadvance of itself, and plows the ballast 23 out to the side of track Aremote from the adjacent track B.

Rearwardly of the plow, track A settles back onto the subgrade 24, andthe liner 10 effectively interconnects the inside rail 62 of track Awith the inside rail 56 of adjacent track B just in advance of theposition where the ties 22 settle onto the subgrade 24. In this mannerany tendency on the part of track A to become misaligned in relation totrack B is prevented, track B providing a firm datum from which to lineup track A. Immediately behind the liner 10, track A comes to rest onfirm ground so that it has no opportunity to pass out of alignmentagain.

The liner of the present invention has been shown used in conjunctionwith a ballast plow. It is to be understood that it is equallyapplicable to use with any other under-track device, such as a ballastsled, in which one track is raised and then allowed to resettle.

For details of structure of the liner 10, attention is directed toFigures 3 to 11. Referring firstly to Figures 3 and 4, the liner 10 willbe seen to consist of a tubular framework of welded construction formedgenerally in the shape of an A, Le. having a pair of main tubular sidemembers 25 connected centrally by a transverse tubular member 26, and,at the end of the main members 25 Where they approach most closely toone another, by a first bridging plate 27 extending across the ends ofthe members 25 and a second bridging plate 28 lying beneath the ends ofthese members 25. A pair of lugs 29 are securedto the centre of thetransverse member 26 and they-serve to carry a pin 30 which forms apivotpin for a tubular arm 31. Near itsother end the tubular arm 31restsin an approximately semi-circular cavity 32 formed in the plate 27(see Figure 7). A locking plate 33 is pivotally mounted by a bolt andnut assembly 34 to one end of the plate 2 7, and, in its closed positionshown in Figure 7, engages the top of the tubular arm 31 by means of acomplementary generally semi-circular recess 35. A locking pin 36 isarranged to pass through a pair of registeringholes in the plates 27 and33 to'hold the latter in closed position. A stop 37 limits downwardmovement of the locking plate 33 relatively to the plate 27.

Slidingly mounted within the tubular arm 31 is an inner tubular arm 38.Series of holes 39 are formed top and bottom in the arm 38, a chosenpair of these holes 39 being engaged by a pin 40 which extends through apair of holes in opposite sides of the end of the outer tubular arm 31.In this manner the degree to which the inner arm 38 projects from theouter arm 31 may be selected and set.

Secured to the outer end of the inner arm 38 is a plate 41 which servesto mount a rail-engaging head 42, details of which are illustrated on alarger scale in Figures 8 and 9. This rail-engaging head 42 consists ofa main horizontal plate 43 which carries a pair of upstanding lugs 44and 45 between which the plate 41 is pivotally engaged, a first nut andbolt assembly 46 co-operating with holes in the plates 44 and 45 and aslot 41 in the plate 41 and a second nut and bolt assembly 47 passingthrough holes in all these plates to serve as a pivot pin. The mainplate 43 carries a slidable horizontal plate 48 which is provided withslots 49 co-operating with studs 50 projecting upwardly from the plate43 and engaged by nuts 50. A pin 51 projects downwardly from the plate48 extending through a slot 43' in the plate 43, such pin 51 serving tomount a free running rail-engaging wheel 52 between bearings 51'.

The rail-engaging wheel52 is disposed to co-operate with a secondrailengaging wheel 53 mounted on a fur-' ther pin 54 between bearings54', these wheels engaging the head 55 of the rail 56 of track B in themanner shown in Figure 9. It will be noted from Figure 9 that the wheel52 is stepped at 57 to enable this wheel to engage and rest upon thehead 55 of the rail 56, and that the wheel 53 is similarly stepped at 58for the same purpose. The wheel 53 is also stepped a second time at 59to provide space for travel of the wheel 53 past rail head bonds 60 thatare commonly employed to connect adjacent rails electrically for thetransmission of signalling currents.

The other. portions of the liner which engage with the head 61 of theinside rail 62 of track A will now be described.

Each of the spread-apart ends of the main tubular members 25 carries ashort tubular socket 63, the two sockets 63 being axially aligned withone another and serving to mount an inner tubular member 64 extendingbetween the two sockets 63 and projecting slightly outwardly beyond eachof them. The, position of the inner member 64 relatively to the outersockets 63 can be adjusted as desired and then lockedby means of clamps65 formed on the inner ends of the sockets 63.

At each of its ends, the inner member 64 carries a further.rail-engaging head 66. The details of the lower one of these heads 66are seen in Figures and 11, the upper head 66 being identical in mirrorimage with the lower such assembly.

Referring now to Figures 10 and 11, the head 66 there shown will be seento consist of a horizontal main plate 67 secured to the end of the,inner tubular member 64 by means of a vertically disposed, generallytriangular plate 68. Mounted on the upper side of the plate 67 is anadjustable plate 69 having slots 70 therein which co-operate with studs71 projecting up from the plate 67 and carrying nuts 71. The structureof this plate and its method of mounting afree-running rail-engagingwheel 74 by means of a pin 72 passing through a slot 73 inthe plate 67,is similar to the manner of mounting the wheel 52 shown in Figure 9.Bearings 72 complete this assembly, the wheel 74 being stepped at 75 toenable it to engage and rest on the head 61 of the rail 62. At the otherend of the plate 67 a second free-running railengaging wheel 76 ismounted on pin 77 between bearings 77. This wheel 76 is steppedinitially at 78 and again at 79 to avoid fouling a rail head bond 80.

Figure 10 shows a towing lug 81' secured to the plate 67. As appearsfrom Figures 1 and 3, there will be a similar towing lug 81 on the otherrail-engaging head 66, and it will in fact be this second lug 81 whichis employed when the device is towed in the manner illustrated inFigure 1. By providing a towing lug 81 on each of the rail-engagingheads 66 the device is made available for towing in either direction.

The manner in which the device can quickly be disengaged from the rail56 of track B, which is the track not being worked with the ballastplow, in order to allow normal traflic to past on this track, isillustrated in Figure 5. The locking pin 36 is removed, the lockingplate 33 is swung upwardly to the position seen in Figure 5 and then themain arm 31 is swung back, also as shown in Figure 5. This operation canbe carried out very quickly, and thus avoids any need to restrict thespeed of traffic on track B. It can just as readily be returned to itsoriginal position after the train on track B has passed. It may not evenbe necessary to stop pulling of the plow 12 while the other trainpasses, so quickly can the liner be disengaged from and re-engaged withtrack B, although it is usually preferred to stop pulling since theliner is no longer effective to perform its aligning function with itsrail-engaging head 42 out of contact with the rail 56. In any event ifpulling of the plow is interrupted it will be for only a short period.

The liner is designed for a number of possible adjustments, as will beevident from the foregoing. Firstly; variations of distance between theinside rails of the adjacent tracks may be provided for by movement ofthe pin 40 into a different pair of holes 39. Variations in the width ofrail heads can be taken care of by adjustment of the plates 48 and 69 byloosening of the nuts 50 and 71 and retightening in the requiredposition. Finally, the adjustment available by pivoting of the plate 41within the plates 44, and 45 which provides for tilting of.therail-engaging head 42 relatively to the remainder of the device, and thecorresponding pivotal movement permitted the rail-engaging heads 66 byvirtue of turning of the innertubular member 64. in the sockets 63, isrequired in order to provide for different track elevations such as areshown'in Figure 6. Such differences between theelevation of adjacenttracks is commonly experienced at curved sections of the track.

Iclaim:

A device for aligning a length of shiftable track from a length of rigidtrack that comprises a generally triangular frame, rollers mounted onsaid frame adjacent to two of its corners to engage a rail of saidshiftable track, an arm, rollers on one end of said arm to engage a railof said rigid track, said rollers being mounted for rotation aboutvertical axes and provided with flanges at their upper endsso that saidrollers grasp the sides of the head of a rail and the flanges preventthe rollers from dropping down below the head of a rail, the lower endof eachroller that registers with the outside of each rail being cutaway so that it will not strike the electrical connections betweenadjacent rail sections,.means mounting said arrn on saidjrame forpivotal movement about an axis parallel to the side of the frame havingrollers at both its ends from a position with said one end projectingfrom a third corner of said frame to a position retracted from the railof said rigid track, and means to lock said arm in said projectingposition rigid with said frame and substantially in the plane thereof,whereby the rollers on said one end of said arm may engage a rigid tracksusceptible to intermittent use and transmit thrust through said frameto align the shiftable track References Cited in the file of this patentUNITED STATES PATENTS Arbenz et a1 June 16, 1914 Delange May 28, 1935Thornley Dec. 5, 1950

